Annex II
Acceptable Means of Compliance to Part-145
SECTION A TECHNICAL REQUIREMENTS
AMC 145.A.10 Scope
1.
Line Maintenance should be understood as any maintenance that is carried out
before flight to ensure that the aircraft is fit for the intended flight.
(a) Line Maintenance may include:
ƒ Trouble shooting.
ƒ Defect rectification.
ƒ Component replacement with use of external test equipment if required.
Component replacement may include components such as engines and propellers.
ƒ Scheduled maintenance and/or checks including visual inspections that will detect
obvious unsatisfactory conditions/discrepancies but do not require extensive in
depth inspection. It may also include internal structure, systems and powerplant
items which are visible through quick opening access panels/doors.
ƒ Minor repairs and modifications which do not require extensive disassembly and
can be accomplished by simple means.
(b)
For temporary or occasional cases (AD's, SB's) the Quality Manager may
accept base maintenance tasks to be performed by a line maintenance organisation
provided all requirements are fulfilled as defined by the competent authority.
(c)
Maintenance tasks falling outside these criteria are considered to be Base
Maintenance.
(d)
Aircraft maintained in accordance with "progressive" type programmes should
be individually assessed in relation to this para. In principle, the decision to allow
some "progressive" checks to be carried out should be determined by the assessment
that all tasks within the particular check can be carried out safely to the required
standards at the designated line maintenance station.
2.
For an organisation to be approved in accordance with 145.A.10 as an
organisation located within the Member States means that the management as
specified in 145.A.30 (a) and (b) should be located in the Member States. When the
management are located in several Member States, then the approval should be
granted by the competent authority in whose State the accountable manager is located.
3.
Where the organisation uses facilities both inside and outside the Member
State such as satellite facilities, sub-contractors, line stations etc., such facilities may
be included in the approval without being identified on the approval certificate subject
to the maintenance organisation exposition identifying the facilities and containing
procedures to control such facilities and the competent authority being satisfied that
they form an integral part of the approved maintenance organisation.
AMC 145.A.15 Application
In a form and in a manner established by the competent authority means that the
application should be made on an EASA Form 2.
AMC 145.A.20 Terms of approval
The following table identifies the ATA specification 100 chapter for the category
C component rating.
1)
CLASS
RATING
ATA CHAPTERS
COMPONENTS OTHER
THAN COMPLETE
ENGINES OR APUs
C1 Air Cond & Press
C2 Auto Flight
C3 Comms and Nav
C4 Doors - Hatches
C5 Electrical Power
C6 Equipment
C7 Engine – APU
21
22
23 - 34
52
24 - 33
25 - 38 - 45
49 - 71 - 72 - 73 - 74 - 75 - 76
- 77 - 78 - 79 - 80 - 81 - 82 83
27 - 55 - 57.40 - 57.50 -57.60
- 57.70
28
62 - 64 - 66 - 67
C8 Flight Controls
C9 Fuel – Airframe
C10 Helicopters –
Rotors
C11 Helicopter - Trans
C12 Hydraulic
C13 Instruments
C14 Landing Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic
C18 Protection
ice/rain/fire
C19 Windows
C20 Structural
63 - 65
29
31
32
35
61
36 - 37
26 - 30
56
53 - 54 - 57.10 - 57.20 - 57.30
AMC 145.A.25(a) Facility requirements
1.
Where the hangar is not owned by the organisation, it may be necessary to
establish proof of tenancy. In addition, sufficiency of hangar space to carry out
planned base maintenance should be demonstrated by the preparation of a projected
aircraft hangar visit plan relative to the maintenance programme. The aircraft hangar
visit plan should be updated on a regular basis.
2.
Protection from the weather elements relates to the normal prevailing local
weather elements that are expected throughout any twelve month period. Aircraft
hangar and component workshop structures should prevent the ingress of rain, hail,
ice, snow, wind and dust etc. Aircraft hangar and component workshop floors should
be sealed to minimise dust generation.
3.
For line maintenance of aircraft, hangars are not essential but it is
recommended that access to hangar accommodation be demonstrated for usage during
inclement weather for minor scheduled work and lengthy defect rectification.
4.
Aircraft maintenance staff should be provided with an area where they may
study maintenance instructions and complete maintenance records in a proper manner.
AMC 145.A.25(b) Facility requirements
It is acceptable to combine any or all of the office accommodation requirements into
one office subject to the staff having sufficient room to carry out assigned tasks.
AMC 145.A.25(d) Facility requirements
1.
Storage facilities for serviceable aircraft components should be clean, wellventilated and maintained at a constant dry temperature to minimise the effects of
condensation. Manufacturers storage recommendations should be followed for those
aircraft components identified in such published recommendations.
2.
Storage racks should be strong enough to hold aircraft components and
provide sufficient support for large aircraft components such that the component is
not distorted during storage.
3.
All aircraft components, wherever practicable, should remain packaged in
protective material to minimise damage and corrosion during storage.
AMC 145.A.30(a) Personnel requirements
With regard to the accountable manager, it is normally intended to mean the chief
executive officer of the approved maintenance organisation, who by virtue of position
has overall (including in particular financial) responsibility for running the
organisation. The accountable manager may be the accountable manager for more
than one organisation and is not required to be necessarily knowledgeable on
technical matters as the maintenance organisation exposition defines the maintenance
standards. When the accountable manager is not the chief executive officer the
competent authority will need to be assured that such an accountable manager has
direct access to chief executive officer and has a sufficiency of ‘maintenance funding’
allocation.
AMC 145.A.30(b) Personnel requirements
1.
Dependent upon the size of the organisation, the Part-145 functions may be
subdivided under individual managers or combined in any number of ways.
2.
The organisation should have, dependent upon the extent of approval, a base
maintenance manager, a line maintenance manager, a workshop manager and a
quality manager, all of whom should report to the accountable manager except in
small Part-145 organisation where any one manager may also be the accountable
manager, as determined by the competent authority, he/she may also be the line
maintenance manager or the workshop manager.
3.
The base maintenance manager is responsible for ensuring that all
maintenance required to be carried out in the hangar, plus any defect rectification
carried out during base maintenance, is carried out to the design and quality standards
specified in 145.A.65(b). The base maintenance manager is also responsible for any
corrective action resulting from the quality compliance monitoring of 145.A.65(c).
4.
The line maintenance manager is responsible for ensuring that all maintenance
required to be carried out on the line including line defect rectification is carried out to
the standards specified in 145.A.65(b) and also responsible for any corrective action
resulting from the quality compliance monitoring of 145.A.65(c).
5.
The workshop manager is responsible for ensuring that all work on aircraft
components is carried out to the standards specified in 145.A.65(b) and also
responsible for any corrective action resulting from the quality compliance monitoring
of 145.A.65(c).
6.
The quality manager’s responsibility is specified in 145.A.30(c).
7.
Notwithstanding the example sub-paragraphs 2 - 6 titles, the organisation may
adopt any title for the foregoing managerial positions but should identify to the
competent authority the titles and persons chosen to carry out these functions.
8.
Where an organisation chooses to appoint managers for all or any combination
of the identified Part-145 functions because of the size of the undertaking, it is
necessary that these managers report ultimately through either the base maintenance
manager or line maintenance manager or workshop manager or quality manager, as
appropriate, to the accountable manager.
NOTE: Certifying staff may report to any of the managers specified depending upon
which type of control the approved maintenance organisation uses (for example
licensed engineers/independent inspection/dual function supervisors etc.) so long as
the quality compliance monitoring staff specified in 145.A.65(c)(1) remain
independent.
AMC 145.A.30(c) Personnel requirements
Monitoring the quality system includes requesting remedial action as necessary by the
accountable manager and the nominated persons referred to in 145.A.30(b).
AMC 145.A.30 (d) Personnel requirements
1.
Has sufficient staff means that the organisation employs or contracts such staff
of which at least half the staff that perform maintenance in each workshop, hangar or
flight line on any shift should be employed to ensure organisational stability. Contract
staff, being part time or full time should be made aware that when working for the
organisation they are subjected to compliance with the organisation’s procedures
specified in the maintenance organisation exposition relevant to their duties. For the
purpose of this sub-paragraph, employed means the person is directly employed as an
individual by the maintenance organisation approved under Part-145 whereas
contracted means the person is employed by another organisation and contracted by
that organisation to the maintenance organisation approved under Part-145.
2.
The maintenance man-hour plan should take into account any maintenance
carried out on aircraft / aircraft components from outside the Member State and
should also take into account all work carried out outside the scope of the Part-145
approval.
3.
The maintenance man-hour plan should relate to the anticipated maintenance
work load except that when the organisation cannot predict such workload, due to the
short term nature of its contracts, then such plan should be based upon the minimum
maintenance workload needed for commercial viability. Maintenance work load
includes all necessary work such as, but not limited to, planning, maintenance record
checks, production of worksheets/cards in paper or electronic form, accomplishment
of maintenance, inspection and the completion of maintenance records.
4.
In the case of aircraft base maintenance, the maintenance man-hour plan
should relate to the aircraft hangar visit plan as specified in AMC 145.A.25(a).
5.
In the case of aircraft component maintenance, the maintenance man-hour plan
should relate to the aircraft component planned maintenance as specified in
145.A.25(a) (2).
6.
The quality monitoring compliance function man-hours should be sufficient to
meet the requirement of 145.A.65(c) which means taking into account AMC
145.A.65(c). Where quality monitoring staff perform other functions, the time
allocated to such functions needs to be taken into account in determining quality
monitoring staff numbers.
7.
The maintenance man-hour plan should be reviewed at least every 3 months
and updated when necessary.
8.
Significant deviation from the maintenance man-hour plan should be reported
through the departmental manager to the quality manager and the accountable
manager for review. Significant deviation means more than a 25% shortfall in
available man-hours during a calendar month for any one of the functions specified in
145.A.30(d).
AMC 145.A.30(e) Personnel requirements
1.
The referenced procedure requires amongst others that planners, mechanics,
specialised services staff, supervisors and certifying staff are assessed for competence
by 'on the job' evaluation and/or by examination relevant to their particular job role
within the organisation before unsupervised work is permitted. A record of the
qualification and competence assessment should be kept.
2.
Adequate initial and recurrent training should be provided and recorded to
ensure continued competence.
3.
To assist in the assessment of competence, job descriptions are recommended
for each job role in the organisation. Basically, the assessment should establish that:
a.
Planners are able to interpret maintenance requirements into maintenance
tasks, and have an appreciation that they have no authority to deviate from the
maintenance data.
b.
Mechanics are able to carry out maintenance tasks to any standard specified in
the maintenance data and will notify supervisors of mistakes requiring rectification to
re-establish required maintenance standards.
c.
Specialised services staff are able to carry out specialised maintenance tasks to
the standard specified in the maintenance data and will both inform and await
instructions from their supervisor in any case where it is not possible to complete the
specialised maintenance in accordance with the maintenance data.
d.
Supervisors are able to ensure that all required maintenance tasks are carried
out and where not completed or where it is evident that a particular maintenance task
cannot be carried out to the maintenance data, then such problems will be reported to
the145.A.30(c) person for appropriate action. In addition, for those supervisors who
also carry out maintenance tasks, that they understand such tasks should not be
undertaken when incompatible with their management responsibilities.
e.
Certifying staff are able to determine when the aircraft or aircraft component
is ready to release to service and when it should not be released to service.
4.
In the case of planners, specialised services staff, supervisors and certifying
staff, a knowledge of organisation procedures relevant to their particular role in the
organisation is important. The aforementioned list is not exclusive and may include
other categories of personnel.
5.
Quality audit staff are able to monitor compliance with Part-145 identifying
non compliance in an effective and timely manner in order that the organisation may
remain in compliance Part-145.
6.
In respect to the understanding of the application of human factors and human
performance issues, maintenance, management, and quality audit personnel should be
assessed for the need to receive Initial human factors training, but in any case all
maintenance, management, and quality audit personnel should receive human factors
continuation training. This should concern to a minimum:
-Post-holders, managers, supervisors;
-Certifying staff, technicians, and mechanics;
-Technical support personnel such as, planners, engineers, technical record staff;
-Quality control/assurance staff;
-Specialised services staff;
-Human factors staff/ human factors trainers;
-Store department staff, purchasing department staff;
-Ground equipment operators;
-Contract staff in the above categories.
7.
Initial human factors training should cover all the topics of the training
syllabus specified in GM 145.A.30(e) either as a dedicated course or else integrated
within other training. The syllabus may be adjusted to reflect the particular nature of
the organisation. The syllabus may also be adjusted to meet the particular nature of
work for each function within the organisation. For example:
- small organisations not working in shifts may cover in less depth subjects related to
teamwork and communication,
- planners may cover in more depth the scheduling and planning objective of the
syllabus and in less depth the objective of developing skills for shift working.
Depending on the result of the evaluation as specified in paragraph 5, initial training
should be provided to personnel within 6 months of joining the maintenance
organisation, but temporary staff may need be trained shortly after joining the
organisation to cope with the duration of employment.
Personnel being recruited from another maintenance organisation approved under
Part-145 and temporary staff should be assessed for the need to receive any additional
Human factors training to meet the new maintenance organisation’s approved under
Part-145 human factors training standard.
8.
The purpose of human factors continuation training is primarily to ensure that
staff remain current in terms of human factors and also to collect feedback on human
factors issues. Consideration should be given to the possibility that such training has
the involvement of the quality department. There should be a procedure to ensure that
feedback is formally passed from the trainers to the quality department to initiate
action where necessary.
Human factors continuation training should be of an appropriate duration in each two
year period in relation to relevant quality audit findings and other internal/external
sources of information available to the organisation on human errors in maintenance.
9.
Human factors training may be conducted by the maintenance organisation
itself, or independent trainers or any training organisations acceptable to the
competent authority.
10.
The Human factors training procedures should be specified in the maintenance
organisation exposition.
AMC 145.A.30(f) Personnel requirements
1.
Continued airworthiness non-destructive testing means such testing specified
by the type certificate holder /aircraft or engine or propeller manufacturer in
accordance with the maintenance data as specified in 145.A.45 for in service
aircraft/aircraft components for the purpose of determining the continued fitness of
the product to operate safely.
2.
Appropriately qualified means to Level 1, 2 or 3 as defined by the European
Standard 4179:2000 (EN 4179) dependant upon the non-destructive testing function
to be carried out.
3.
Notwithstanding the fact that Level 3 personnel may be qualified via EN 4179
to establish and authorise methods, techniques, etc., this does not permit such
personnel to deviate from methods and techniques published by the type certificate
holder/manufacturer in the form of continued airworthiness data, such as in nondestructive test manuals or service bulletins, unless the manual or service bulletin
expressly permits such deviation.
4.
Notwithstanding the general references in EN 4179 to a national aerospace
non destructive testing (NDT) board, all examinations should be conducted by
personnel or organisations under the general control of such a board. In the absence of
a national aerospace NDT board, the aerospace NDT board of another Member State
should be used, as defined by the competent autority.
5.
Particular non-destructive test means any one or more of the following; Dye
penetrant, magnetic particle, eddy current, ultrasonic and radiographic methods
including X ray and gamma ray.
6.
It should be noted that new methods are and will be developed, such as, but
not limited to thermography and shearography, which are not specifically addressed
by EN 4179. Until such time as an agreed standard is established such methods should
be carried out in accordance with the particular equipment manufacturers
recommendations including any training and examination process to ensure
competence of the personnel with the process.
7.
Any maintenance organisation approved under Part-145 that carries out NDT
should establish NDT specialist qualification procedures detailed in the exposition
and accepted by the competent authority.
8.
Boroscoping and other techniques such as delamination coin tapping are nondestructive inspections rather than non-destructive testing. Notwithstanding such
differentiation, the maintenance organisation should establish an exposition procedure
accepted by the competent authority to ensure that personnel who carry out and
interpret such inspections are properly trained and assessed for their competence with
the process. Non-destructive inspections, not being considered as NDT by Part-145
are not listed in Appendix 2 under class rating D1.
9.
The referenced standards, methods, training and procedures should be
specified in the maintenance organisation exposition.
10.
Any such personnel who intend to carry out and/or control a non-destructive
test for which they were not qualified prior to the effective date of Part-145 should
qualify for such non-destructive test in accordance with EN 4179.
AMC 145.A.30 (g) Personnel requirements
1.
For the purposes of category A minor scheduled line maintenance means any
minor scheduled inspection/check up to and including a weekly check specified in the
operators approved aircraft maintenance programme. For aircraft maintenance
programmes that do not specify a weekly check, the competent authority will
determine the most significant check that is considered equivalent to a weekly check.
2.
Typical tasks permitted after appropriate task training to be carried out by the
category A for the purpose of the category A issuing an aircraft certificate of release
to service as specified in 145.A.50 as part of minor scheduled line maintenance or
simple defect rectification are contained in the following list:
a.
Replacement of wheel assemblies.
b.
Replacement of wheel brake units.
c.
Replacement of emergency equipment .
d.
Replacement of ovens, boilers and beverage makers.
e.
Replacement of internal and external lights, filaments and flash tubes.
f.
Replacement of windscreen wiper blades.
g.
Replacement of passenger and cabin crew seats, seat belts and harnesses.
h.
Closing of cowlings and refitment of quick access inspection panels.
i.
Replacement of toilet system components but excluding gate valves.
j.
Simple repairs and replacement of internal compartment doors and placards
but excluding doors forming part of a pressure structure.
k.
Simple repairs and replacement of overhead storage compartment doors and
cabin furnishing items.
l.
Replacement of static wicks.
m.
Replacement of aircraft main and APU aircraft batteries.
n.
Replacement of inflight entertainment system components but excluding
public address.
o.
Routine lubrication and replenishment of all system fluids and gases.
p.
The de-activation only of sub-systems and aircraft components as permitted by
the operator's minimum equipment list where such de-activation is agreed by the
competent authority as a simple task.
q.
Replacement of any other component as agreed by the Agency for a particular
aircraft type only where it is agreed that the task is simple.
NOTE: This list will be periodically updated in the light of ongoing experience
and technological changes.
AMC 145.A.30 (h)(1) Personnel requirements
The category B1 and B2 support staff need not hold a a certifying authorisation in
accordance with 145.A.35 (b) but the organisation may use such appropriately
authorised certifying staff to satisfy the requirement.
AMC 145.A.30(j)(4) Personnel requirements
1.
For the issue of a limited certification authorisation the commander or flight
engineer should hold either a valid air transport pilots license (ATPL), commercial
pilots license (CPL) or flight engineer (F/EL) licence in accordance with JAR-FCL, or
a national equivalent acceptable to the competent authority on the aircraft type. In
addition the limited certification authorisation is subject to the maintenance
organisation exposition containing procedures to address the personnel requirements
of 145.A.30 (e) and associated AMC and guidance material.
Such procedures should include as a minimum:
a.
Completion of adequate maintenance airworthiness regulation training.
b.
Completion of adequate task training for the specific task on the aircraft. The
task training should be of sufficient duration to ensure that the individual has a
thorough understanding of the task to be completed and will involve training in the
use of associated maintenance data.
c.
Completion of the procedural training as specified in Part-145.
The above procedures should be specified in the maintenance organisation exposition
and be accepted by the competent authority.
2.(i) Typical tasks that may be certified and/or carried out by the commander
holding an ATPL or CPL are minor maintenance or simple checks included in the
following list:
a.
Replacement of internal lights, filaments and flash tubes.
b.
Closing of cowlings and refitment of quick access inspection panels.
c.
Role changes e.g. stretcher fit, dual controls, FLIR, doors, photographic
equipment etc.
d.
Any check / replacement involving simple techniques consistent with this
AMC and as agreed by the competent authority.
2. (ii) Holders of a valid JAR FCL Flight engineers licence, or a national equivalent
acceptable to the competent authority, on the aircraft type may only exercise this
limited certification authorisation privilege when performing the duties of a flight
engineer.
In addition to paragraph 2(i)(a) to (d) other typical minor maintenance or simple
defect rectification tasks that may be carried out are included in the following list:
a.
Replacement of wheel assemblies.
b.
Replacement of simple emergency equipment that is easily accessible.
c.
Replacement of ovens, boilers and beverage makers.
d.
Replacement of internal and external lights, filaments and flash tubes.
e.
Replacement of passenger and cabin crew seats, seat belts and harnesses.
f.
Simple replacement of overhead storage compartment doors and cabin
furnishing items.
g.
Replacement of static wicks.
h.
Replacement of aircraft main and APU aircraft batteries.
i.
Replacement of inflight entertainment system components but excluding
public address.
j.
The de-activation only of sub-systems and aircraft components as permitted by
the operator's minimum equipment list where such de-activation is agreed by the
competent authority as a simple task.
k.
Re-setting of tripped circuit breakers under the guidance of maintenance
control.
l.
Any other simple task as agreed by the competent authority for a particular
aircraft type only where it is agreed that the task is simple.
3.
The authorisation should have a finite life of twelve months subject to
satisfactory re-current training on the applicable aircraft type.
AMC 145.A.30(j)(5) Personnel requirements
1.
For the purposes of this sub-paragraph “unforeseen” means that the aircraft
grounding could not reasonably have been predicted by the operator because the
defect was unexpected due to being part of a hitherto reliable system.
2.
A one-off authorisation should only be considered for issue by the quality
department of the contracted organisation after it has made a reasoned judgement that
such a requirement is appropriate under the circumstances and at the same time
maintaining the required airworthiness standards. The organisation’s quality
department will need to assess each situation individually prior to the issuance of a
one-off authorisation
3.
A one-off authorisation should not be issued where the level of certification
required could exceed the knowledge and experience level of the person it is issued
to. In all cases, due consideration should be given to the complexity of the work
involved and the availability of required tooling and/or test equipment needed to
complete the work.
AMC 145.A.30(j)(5)(i) Personnel requirements
In those situations where the requirement for a one off authorisation to issue a CRS
for a task on an aircraft type for which certifying staff does not hold a type-rated
authorisation has been identified, the following procedure is recommended:
1.
Flight crew should communicate details of the defect to the operator’s
supporting maintenance organisation with full details of the defect. If necessary the
supporting maintenance organisation will then request the use of a one off
authorisation from the quality department.
2.
When issuing a one off authorisation, the quality department of the
organisation should verify that:
a)
Full technical details relating to the work required to be carried out have been
established and passed to the certifying staff.
b)
The organisation has an approved procedure in place for co-ordinating and
controlling the total maintenance activity undertaken at the location under the
authority of the one off authorisation.
c)
The person to whom a one-off Authorisation is issued has been provided all
the necessary information and guidance relating to maintenance data and any special
technical instructions associated with the specific task undertaken. A detailed step by
step worksheet has been defined by the organisation, communicated to the one off
authorisation holder.
d)
The person holds authorisations of equivalent level and scope on other aircraft
type of similar technology, construction and systems.
3.
The one off authorisation holder should sign off the detailed step by step
worksheet when completing the work steps. The completed tasks should be verified
by visual examination and/or normal system operation upon return to an appropriately
approved Part-145 maintenance facility.
AMC 145.A.30(j)(5)(ii) Personnel requirements
This paragraph addresses staff not employed by the maintenance organisation who
meet the requirements of 145.A.30(j) (5). In addition to the items listed in AMC
145.A.30(j) (5) (i), paragraph 1, 2(a), (b) and (c) and 3 the quality department of the
organisation may issue such one off authorisation providing full qualification details
relating to the proposed certifying personnel are verified by the quality department
and made available at the location.
AMC 145.A.35(a) Certifying staff and category B1 and B2 support staff
1.
Adequate understanding of the relevant aircraft and/or aircraft
component(s) to be maintained together with the associated organisation
procedures means that the person has received training and has relevant
maintenance experience on the product type and associated organisation
procedures such that the person understands how the product functions, what are
the more common defects with associated consequences.
2.
The organisation should hold copies of all documents that attest to
qualification, and to recent experience.
AMC 145.A.35(b) Certifying staff and category B1 and B2 support staff
The organisation issues the certification authorisation when satisfied that compliance
has been established with the appropriate paragraphs of Part-145 and Part-66. In
granting the certification authorisation the maintenance organisation approved under
Part-145 needs to be satisfied that the person holds a valid Part-66 aircraft
maintenance licence and may need to confirm such fact with the competent authority
of the Member State that issued the licence.
AMC 145.A.35(d) Certifying staff and category B1 and B2 support staff
1.
Continuation training is a two way process to ensure that certifying staff
remain current in terms of procedures, human factors and technical knowledge and
that the organisation receives feedback on the adequacy of its procedures and
maintenance instructions. Due to the interactive nature of this training, consideration
should be given to the possibility that such training has the involvement of the quality
department to ensure that feedback is actioned. Alternatively, there should be a
procedure to ensure that feedback is formally passed from the training department to
the quality department to initiate action.
2.
Continuation training should cover changes in relevant requirements such as
Part-145, changes in organisation procedures and the modification standard of the
products being maintained plus human factor issues identified from any internal or
external analysis of incidents. It should also address instances where staff failed to
follow procedures and the reasons why particular procedures are not always followed.
In many cases the continuation training will reinforce the need to follow procedures
and ensure that incomplete or incorrect procedures are identified to the company in
order that they can be corrected. This does not preclude the possible need to carry out
a quality audit of such procedures.
3.
Continuation training should be of sufficient duration in each 2 year period to
meet the intent of 145.A.35(d) and may be split into a number of separate elements.
145.A.35(d) requires such training to keep certifying staff updated in terms of relevant
technology, procedures and human factors issues which means it is one part of
ensuring quality. Therefore sufficient duration should be related to relevant quality
audit findings and other internal / external sources of information available to the
organisation on human errors in maintenance. This means that in the case of an
organisation that maintains aircraft with few relevant quality audit findings,
continuation training could be limited to days rather than weeks, whereas a similar
organisation with a number of relevant quality audit findings, such training may take
several weeks. For an organisation that maintains aircraft components, the duration of
continuation training would follow the same philosophy but should be scaled down to
reflect the more limited nature of the activity. For example certifying staff who
release hydraulic pumps may only require a few hours of continuation training
whereas those who release turbine engine may only require a few days of such
training. The content of continuation training should be related to relevant quality
audit findings and it is recommended that such training is reviewed at least once in
every 24 month period.
4.
The method of training is intended to be a flexible process and could, for
example, include a Part-147 continuation training course, aeronautical college
courses, internal short duration courses, seminars, etc. The elements, general content
and length of such training should be specified in the maintenance organisation
exposition unless such training is undertaken by an organisation approved under Part
147 when such details may be specified under the approval and cross referenced in the
maintenance organisation exposition.
AMC 145.A.35(e) Certifying staff and category B1 and B2 support staff
The programme for continuation training should list all certifying staff and support
staff and when training will take place, the elements of such training and an indication
that it was carried out reasonably on time as planned. Such information should
subsequently be transferred to the certifying staff and support staff record as required
by 145.A.35 (j).
AMC 145.A.35(f) Certifying staff and category B1 and B2 support staff
1.
As stated in 145.A.35 (f), with one exception, all prospective certifying staff
are required to be assessed for competence, qualification and capability related to
intended certifying duties. There are a number of ways in which such assessment may
be carried out but the following points need to be considered to establish an
assessment procedure that fits the particular organisation.
2.
Competence and capability can be assessed by working the person under the
supervision of either another certifying person or a quality auditor for sufficient time
to arrive at a conclusion. Sufficient time could be as little as a few weeks if the person
is fully exposed to relevant work. It is not required to assess against the complete
spectrum of intended duties. When the person has been recruited from another
approved maintenance organisation and was a certifying person in that organisation
then the organisation should accept a written confirmation from the person
responsible for running the quality system about the person.
3.
Qualification assessment means collecting copies of all documents that attest
to qualification, such as the licence and/or any authorisation held. This should be
followed by a confirmation check with the organisation(s) that issued such
document(s) and finally a comparison check for differences between the product type
ratings on the qualification documents and the relevant product types maintained by
the organisation. This latter point may reveal a need for product type differences
training.
AMC 145.A.35 (j) Certifying staff and category B1 and B2 support staff
1.
The following minimum information as applicable should be kept on record in
respect of each certifying person or category B1 or B2 support person:
a.
Name
b.
Date of Birth
c.
Basic Training
d.
Type Training
e.
Continuation Training
f.
Experience
g.
Qualifications relevant to the approval
h.
Scope of the authorisation
i.
Date of first issue of the authorisation
j.
If appropriate - expiry date of the authorisation
k.
Identification Number of the authorisation
2.
The record may be kept in any format but should be controlled by the
organisation's quality department. This does not mean that the quality department
should run the record system.
3.
Persons authorised to access the system should be maintained at a minimum to
ensure that records cannot be altered in an unauthorised manner or that such
confidential records become accessible to unauthorised persons.
4.
The competent authority is an authorised person when investigating the
records system for initial and continued approval or when the competent authority has
cause to doubt the competence of a particular person.
AMC 145.A.40(a) Equipment, tools and material
Once the applicant for approval has determined the intended scope of approval for
consideration by the competent authority, it will be necessary to show that all tools
and equipment as specified in the maintenance data can be made available when
needed. All such tools and equipment that require to be controlled in terms of
servicing or calibration by virtue of being necessary to measure specified dimensions
and torque figures etc, should be clearly identified and listed in a control register
including any personal tools and equipment that the organisation agrees can be used.
AMC 145.A.40(b) Equipment, tools and material
1.
The control of these tools and equipment requires that the organisation has a
procedure to inspect/service and, where appropriate, calibrate such items on a regular
basis and indicate to users that the item is within any inspection or service or
calibration time-limit. A clear system of labelling all tooling, equipment and test
equipment is therefore necessary giving information on when the next inspection or
service or calibration is due and if the item is unserviceable for any other reason
where it may not be obvious. A register should be maintained for all precision tooling
and equipment together with a record of calibrations and standards used.
2.
Inspection, service or calibration on a regular basis should be in accordance
with the equipment manufacturers' instructions except where the organisation can
show by results that a different time period is appropriate in a particular case.
AMC 145.A.42(a) Acceptance of components
An equivalent document to an EASA Form 1 may be:
(a)
a release document issued by an organisation under the terms of a bilateral
agreement signed by the European Community;
(b)
a release document issued by an organisation approved under the terms of
a JAA maintenance bilateral agreement until superseded by the corresponding
agreement signed by the European Community;
(c)
a JAA Form One issued prior to 28 September 2004 by a JAR 145
organisation approved by a JAA Full Member State;
(d)
in the case of new aircraft components that were released from
manufacturing prior to the Part-21 compliance date the component should be
accompanied by a JAA Form One issued by a JAR 21 organisation approved by a
JAA Full Member Authority and within the JAA mutual recognition system;
(e)
a JAA Form One issued prior to 28 September 2005 by a production
organisation approved by a competent authority in accordance with its national
regulations;
AMC 145.A.42(b) Acceptance of components
The EASA Form 1 identifies the eligibility and status of an aircraft component.
Block 13 "Remarks" on the EASA Form One in some cases contains vital
airworthiness related information which may need appropriate and necessary
actions.
The receiving organisation should be satisfied that the component in question is in
satisfactory condition and has been appropriately released to service. In addition, the
organisation should ensure that the component meets the approved data/standard, such
as the required design and modification standard. This may be accomplished by
reference to the manufacturer's parts catalogue or other approved data (i.e. Service
Bulletin). Care should also be exercised in ensuring compliance with applicable
airworthiness directives and the status of any life limited parts fitted to the aircraft
component.
AMC 145.A.42(c) Acceptance of components
1.
The agreement by the competent authority for the fabrication of parts by the
approved maintenance organisation should be formalised through the approval of a
detailed procedure in the Maintenance Organisation Exposition. This AMC contains
principles and conditions to be taken into account for the preparation of an acceptable
procedure.
2.
Fabrication, inspection assembly and test should be clearly within the
technical and procedural capability of the organisation;
3.
All necessary data to fabricate the part should be approved either by the
competent authority or the type certificate (TC) holder or Part-21 design organisation
approval holder, or supplemental type certificate (STC) holder;
4.
Items fabricated by an organisation approved under Part-145 may only be used
by that organisation in the course of overhaul, maintenance, modifications, or repair
of aircraft or components undergoing work within its own facility. The permission to
fabricate does not constitute approval for manufacture, or to supply externally and the
parts do not qualify for certification on EASA Form One. This prohibition also
applies to the bulk transfer of surplus inventory, in that locally fabricated parts are
physically segregated and excluded from any delivery certification.
5.
Fabrication of parts, modification kits etc for onward supply and/or sale may
not be conducted by an organisation approved under Part-145.
6.
The data specified in paragraph 3 may include repair procedures involving the
fabrication of parts. Where the data on such parts is sufficient to facilitate fabrication,
the parts may be fabricated by an organisation approved under Part-145. Care should
be taken to ensure that the data include details of part numbering, dimensions,
materials, processes, and any special manufacturing techniques, special raw material
specification or/and incoming inspection requirement and that the approved
organisation has the necessary capability. That capability should be defined by way of
exposition content. Where special processes or inspection procedures are defined in
the approved data which are not available at the organisation the organisation can not
fabricate the part unless the TC/STC-holder gives an approved alternative.
7.
Examples of fabrication under the scope of an Part-145 approval can include
but are not limited to the following:
a)
Fabrication of bushes, sleeves and shims.
b)
Fabrication of secondary structural elements and skin panels.
c)
Fabrication of control cables.
d)
Fabrication of flexible and rigid pipes.
e)
Fabrication of electrical cable looms and assemblies.
f)
Formed or machined sheet metal panels for repairs.
All the above fabricated parts, should be in accordance with data provided in overhaul
or repair manuals, modification schemes and service bulletins, drawings or otherwise
approved by the competent authority.
Note: It is not acceptable to fabricate any item to pattern unless an engineering
drawing of the item is produced which includes any necessary fabrication processes
and which is acceptable to the competent authority.
8.
Where a TC-holder or an approved production organisation is prepared to
make available complete data which is not referred to in aircraft manuals or service
bulletins but provides manufacturing drawings for items specified in parts lists, the
fabrication of these items is not considered to be within the scope of an approval
unless agreed otherwise by the competent authority in accordance with a procedure
specified in the exposition.
9.
Inspection and Identification.
Any locally fabricated part should be subjected to an inspection stage before,
separately, and preferably independently from, any inspection of its installation.
The inspection should establish full compliance with the relevant manufacturing
data, and the part should be unambiguously identified as fit for use by stating
conformity to the approved data. Adequate records should be maintained of all
such fabrication processes including, heat treatment and the final inspections. All
parts, except those having not enough space, should carry a part number which
clearly relates it to the manufacturing/inspection data. Additional to the partnumber the organisation's identity should be marked on the part for traceability
purposes.
AMC 145.A.42(d) Acceptance of components
1.
The following types of components should typically be classified as
unsalvageable:
a.
Components with non-repairable defects, whether visible or not to the
naked eye;
b.
Components that do not meet design specifications, and cannot be brought
into conformity with such specifications;
c.
Components subjected to unacceptable modification or rework that is
irreversible;
d.
Certified life-limited parts that have reached or exceeded their certified life
limits, or have missing or incomplete records;
e.
Components that cannot be returned to airworthy condition due to exposure
to extreme forces, heat or adverse environment;
f.
Components for which conformity with an applicable airworthiness
directive cannot be accomplished;
g.
Components for which maintenance records and/or traceability to the
manufacturer can not be retrieved.
2.
It is common practice for possessors of aircraft components to dispose of
unsalvageable components by selling, discarding, or transferring such items. In
some instances, these items have reappeared for sale and in the active parts
inventories of the aviation community. Misrepresentation of the status of
components and the practice of making such items appear serviceable have
resulted in the use of unsalvageable nonconforming Components. Therefore
Organisations disposing of unsalvageable aircraft components should consider the
possibility of such components later being misrepresented and sold as serviceable
components. Caution should be exercised to ensure that unsalvageable components
are disposed of in a manner that does not allow them to be returned to service.
AMC 145.A.45(b) Maintenance data
1.
Except as specified in sub-paragraph 5, each maintenance organisation
approved under Part-145 should hold and use the following minimum maintenance
data relevant to the organisation’s approval class rating. All maintenance related
Implementing Rules and associated AMCs , approval specifications and Guidance
Material, all applicable national maintenance requirements and notices which have not
been superseded by an Agency requirement, procedure or directive and all applicable
EASA airworthiness directives plus any non-national airworthiness directive supplied
by a contracted non-EU operator or customer.
2.
In addition to sub-paragraph 1, an organisation with an approval class rating in
category A - Aircraft, should hold and use the following maintenance data where
published. The appropriate sections of the operator’s aircraft maintenance programme,
aircraft maintenance manual, repair manual, supplementary structural inspection
document, corrosion control document, service bulletins, service letters, service
instructions, modification leaflets, NDT manual, parts catalogue, type certificate data
sheet and any other specific document issued by the type certificate or supplementary
type certificate holder as maintenance data.
3.
In addition to sub-paragraph 1, an organisation with an approval class rating in
category B - Engines/APUs, should hold and use the following maintenance data
where published. The appropriate sections of the engine/APU maintenance and repair
manual, service bulletins, service letters, modification leaflets, non-destructive
inspection (NDI) manual, parts catalogue, type certificate data sheet and any other
specific document issued by the type certificate holder as maintenance data.
4.
In addition to sub-paragraph 1, an organisation with an approval class rating in
category C - Components other than complete engines/APUs, should hold and use the
following maintenance data where published. The appropriate sections of the vendor
maintenance and repair manual, service bulletins and service letters plus any
document issued by the type certificate holder as maintenance data on whose product
the component may be fitted when applicable.
5.
Appropriate sections of the sub-paragraphs 2 to 4 additional maintenance data
means in relation to the maintenance work scope at each particular maintenance
facility. For example, a base maintenance facility should have almost complete set(s)
of the maintenance data whereas a line maintenance facility may need only the
maintenance manual and the parts catalogue.
6.
An organisation only approved in class rating category D – Specialised
services, should hold and use all applicable specialised service(s) process
specifications.
AMC 145.A.45(c) Maintenance data
1
The referenced procedure should ensure that when maintenance personnel
discover inaccurate, incomplete or ambiguous information in the maintenance data
they should record the details. The procedure should then ensure that the Part-145
approved maintenance organisation notifies the problem to the author of the
maintenance data in a timely manner. A record of such communications to the author
of the maintenance data should be retained by the Part-145 approved organisation
until such time as the type certificate holder has clarified the issue by e.g. amending
the maintenance data.
2
The referenced procedure should be specified in the maintenance organisation
exposition.
AMC 145.A.45(d) Maintenance data
The referenced procedure should address the need for a practical demonstration by the
mechanic to the quality personnel of the proposed modified maintenance instruction.
When satisfied the quality personnel should approve the modified maintenance
instruction and ensure that the type certificate or supplementary type certificate holder
is informed of the modified maintenance instruction. The procedure should include a
paper/electronic traceability of the complete process from start to finish and ensure
that the relevant maintenance instruction clearly identifies the modification. Modified
maintenance instructions should only be used in the following circumstances;
a
Where the type certificate / supplementary type certificate holders original
intent can be carried out in a more practical or more efficient manner.
b
Where the type certificate / supplementary type certificate holders original
intent cannot be achieved by following the maintenance instructions. For example,
where a component cannot be replaced following the original maintenance
instructions.
c
For the use of alternative tools / equipment.
AMC 145.A.45 (f) Maintenance data
1.
Relevant parts of the organisation means with regard to aircraft base
maintenance, aircraft line maintenance, engine workshops, mechanical workshops and
avionic workshops. Therefore, for example engine workshops should have a common
system throughout such engine workshops that may be different to that in aircraft base
maintenance.
2.
The workcards should differentiate and specify, when relevant, disassembly,
accomplishment of task, reassembly and testing. In the case of a lengthy maintenance
task involving a succession of personnel to complete such task, it may be necessary to
use supplementary workcards or worksheets to indicate what was actually
accomplished by each individual person.
AMC 145.A.45 (g) Maintenance data
1.
To keep data up to date a procedure should be set up to monitor the
amendment status of all data and maintain a check that all amendments are being
received by being a subscriber to any document amendment scheme.
2.
Data being made available to personnel maintaining aircraft means that the
data should be available in close proximity to the aircraft being maintained, for
supervisors, mechanics and certifying staff to study.
3.
Where computer systems are used, the number of computer terminals should
be sufficient in relation to the size of the work programme to enable easy access,
unless the computer system can produce paper copies. Where microfilm or microfiche
readers/printers are used, a similar requirement is applicable.
AMC 145.A.47(a) Production planning
1.
Depending on the amount and complexity of work generally performed by the
maintenance organisation, the planning system may range from a very simple
procedure to a complex organisational set-up including a dedicated planning function
in support of the production function.
2.
For the purpose of Part-145, the production planning function includes two
complementary elements:
scheduling the maintenance work ahead, to ensure that it will not adversely
interfere with other work as regards the availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities.
during maintenance work, organising maintenance teams and shifts and
provide all necessary support to ensure the completion of maintenance without undue
time pressure.
3.
When establishing the production planning procedure, consideration should be
given to the following:
− logistics,
− inventory control,
− square meters of accommodation,
− man-hours estimation,
− man-hours availability,
− preparation of work,
− hangar availability,
− environmental conditions (access, lighting standards and cleanliness),
− co-ordination with internal and external suppliers, etc.
− scheduling of safety-critical tasks during periods when staff are likely to be most
alert.
AMC145.A.47(b) Production planning
Limitations of human performance, in the context of planning safety related tasks,
refers to the upper and lower limits, and variations, of certain aspects of human
performance (Circadian rhythm / 24 hours body cycle) which personnel should be
aware of when planning work and shifts.
AMC145.A.47(c) Production planning
The primary objective of the changeover / handover information is to ensure effective
communication at the point of handing over the continuation or completion of
maintenance actions. Effective task and shift handover depends on three basic
elements:
− The outgoing person’s ability to understand and communicate the important
elements of the job or task being passed over to the incoming person.
− The incoming person’s ability to understand and assimilate the information being
provided by the outgoing person.
− A formalised process for exchanging information between outgoing and incoming
persons and a planned shift overlap and a place for such exchanges to take place.
AMC 145.A.50(a) Certification of maintenance
1.
A component which has been maintained off the aircraft needs the issue of a
certificate of release to service for such maintenance and another certificate of release
to service in regard to being installed properly on the aircraft when such action occurs.
In the case of base maintenance this takes the form of a separate task sign off for the
maintenance and installation tasks.
1.2.
When an organisation maintains a component for use by the organisation, an
EASA Form 1 may not be necessary depending upon the organisations' internal
release procedures defined in the maintenance organisation exposition.
1.3.
“Hazard seriously the flight safety” means any instances where safe operation
could not be assured or which could lead to an unsafe condition. It typically includes,
but is not limited to, significant cracking, deformation, corrosion or failure of primary
structure, any evidence of burning, electrical arcing, significant hydraulic fluid or fuel
leakage and any emergency system or total system failure. An airworthiness directive
overdue for compliance is also considered a hazard to flight safety.
2. In the case of the issue of EASA Form 1 for components in storage prior to Part145 and Part-21 and not released on an EASA Form 1 or equivalent in accordance
with 145.A.42(a) or removed serviceable from a serviceable aircraft or an aircraft
which have been withdrawn from service the following applies.
2.1 An EASA Form 1 may be issued for an aircraft component which has been:
• Maintained before Part-145 became effective or manufactured before
Part-21 became effective.
• Used on an aircraft and removed in a serviceable condition. Examples
include leased and loaned aircraft components.
• Removed from aircraft which have been withdrawn from service, or
from aircraft which have been involved in abnormal occurrences such
as accidents, incidents, heavy landings or lightning strikes.
• Components maintained by an unapproved organisation.
2.2. An appropriately rated maintenance organisation approved under Part-145 may
issue an EASA Form 1 as detailed in this AMC sub-paragraph 2.5 to 2.9, as
appropriate, in accordance with procedures detailed in the exposition as approved by
the competent authority. The appropriately rated organisation is responsible for
ensuring that all reasonable measures have been taken to ensure that only approved
and serviceable aircraft components are issued an EASA Form 1 under this paragraph.
2.3. For the purposes of this paragraph 2 only, appropriately rated means an
organisation with an approval class rating for the type of component or for the product
in which it may be installed.
2.4. An EASA Form 1 issued in accordance with this paragraph 2 should be issued by
signing in block 20 and stating "Inspected" in block 12. In addition, block 13 should
specify:
2.4.1. When the last maintenance was carried out and by whom.
2.4.2. If the component is unused, when the component was manufactured and by
whom with a cross reference to any original documentation which should be included
with the Form.
2.4.3. A list of all airworthiness directives, repairs and modifications known to have
been incorporated. If no airworthiness directives or repairs or modifications are
known to be incorporated then this should be so stated.
2.4.4. Detail of life used for service life limited parts being any combination of
fatigue, overhaul or storage life.
2.4.5. For any aircraft component having its own maintenance history record,
reference to the particular maintenance history record as long as the record contains
the details that would otherwise be required in block 13. The maintenance history
record and acceptance test report or statement, if applicable, should be attached to the
EASA Form 1.
2.5. New / unused aircraft components
2.5.1 Any unused aircraft component in storage without an EASA Form 1 up to the
effective date(s) for Part-21 that was manufactured by an organisation acceptable to
the competent authority at the time may be issued an EASA Form 1 by an
appropriately rated maintenance organisation approved under Part-145. The EASA
Form 1 should be issued in accordance with the following subparagraphs which
should be included in a procedure within the maintenance organisation manual.
Note 1: It should be understood that the release of a stored but unused aircraft
component in accordance with this paragraph represents a maintenance release under
Part-145 and not a production release under Part-21. It is not intended to bypass the
production release procedure agreed by the Member State for parts and subassemblies
intended for fitment on the manufacturers own production line.
(a) An acceptance test report or statement should be available for all used and unused
aircraft components that are subjected to acceptance testing after manufacturing or
maintenance as appropriate.
(b) The aircraft component should be inspected for compliance with the
manufacturer’s instructions and limitations for storage and condition including any
requirement for limited storage life, inhibitors, controlled climate and special storage
containers. In addition or in the absence of specific storage instructions the aircraft
component should be inspected for damage, corrosion and leakage to ensure good
condition.
(c)The storage life used of any storage life limited parts should be established.
2.5.2. If it is not possible to establish satisfactory compliance with all applicable
conditions specified in subparagraph 2.5.1 (a) to (c) inclusive the aircraft component
should be disassembled by an appropriately rated organisation and subjected to a
check for incorporated airworthiness directives, repairs and modifications and
inspected/tested in accordance with the manufacturers maintenance instructions to
establish satisfactory condition and, if relevant, all seals, lubricants and life limited
parts replaced. On satisfactory completion after reassembly an EASA Form 1 may be
issued stating what was carried out and the reference of the manufacturers
maintenance instructions included.
2.6. Used aircraft components removed from a serviceable aircraft.
2.6.1. Serviceable aircraft components removed from a Member State registered
aircraft may be issued an EASA Form 1 by an appropriately rated organisation subject
to compliance with this subparagraph.
a. The organisation should ensure that the component was removed from the aircraft
by an appropriately qualified person.
b. The aircraft component may only be deemed serviceable if the last flight operation
with the component fitted revealed no faults on that component/related system.
c. The aircraft component should be inspected for satisfactory condition including in
particular damage, corrosion or leakage and compliance with any additional
manufacturer’s maintenance instructions.
d. The aircraft record should be researched for any unusual events that could affect the
serviceability of the aircraft component such as involvement in accidents, incidents,
heavy landings or lightning strikes. Under no circumstances may an EASA Form 1 be
issued in accordance with this paragraph 2.6 if it is suspected that the aircraft
component has been subjected to extremes of stress, temperatures or immersion which
could effect its operation.
e. A maintenance history record should be available for all used serialised aircraft
components.
f. Compliance with known modifications and repairs should be established.
g. The flight hours/cycles/landings as applicable of any service life limited parts
including time since overhaul should be established.
h. Compliance with known applicable airworthiness directives should be established.
i. Subject to satisfactory compliance with this subparagraph 2.6.1 an EASA Form 1
may be issued and should contain the information as specified in paragraph 2.4
including the aircraft from which the aircraft component was removed.
2.6.2. Serviceable aircraft components removed from a non Member State registered
aircraft may only be issued an EASA Form 1 if the components are leased or loaned
from the maintenance organisation approved under Part-145 who retains control of the
airworthiness status of the components. An EASA Form 1 may be issued and should
contain the information as specified in paragraph 2.4 including the aircraft from which
the aircraft component was removed.
2.7. Used aircraft components removed from an aircraft withdrawn from service.
Serviceable aircraft components removed from a Member State registered aircraft
withdrawn from service may be issued an EASA Form 1 by a maintenance
organisation approved under Part-145 subject to compliance with this sub paragraph.
a. Aircraft withdrawn from service are sometimes dismantled for spares. This is
considered to be a maintenance activity and should be accomplished under the control
of an organisation approved under Part-145, employing procedures approved by the
competent authority.
b. To be eligible for installation components removed from such aircraft may be
issued with an EASA Form 1 by an appropriately rated organisation following a
satisfactory assessment.
c. As a minimum the assessment will need to satisfy the standards set out in
paragraphs 2.5 and 2.6 as appropriate. This should where known, include the possible
need for the alignment of scheduled maintenance that may be necessary to comply
with the maintenance programme applicable to the aircraft on which the component is
to be installed.
d. Irrespective of whether the aircraft holds a certificate of airworthiness or not, the
organisation responsible for certifying any removed component should satisfy itself
that the manner in which the components were removed and stored are compatible
with the standards required by Part-145.
e. A structured plan should be formulated to control the aircraft disassembly process.
The disassembly is to be carried out by an appropriately rated organisation under the
supervision of certifying staff, who will ensure that the aircraft components are
removed and documented in a structured manner in accordance with the appropriate
maintenance data and disassembly plan.
f. All recorded aircraft defects should be reviewed and the possible effects these may
have on both normal and standby functions of removed components are to be
considered.
g. Dedicated control documentation is to be used as detailed by the disassembly plan,
to facilitate the recording of all maintenance actions and component removals
performed during the disassembly process. Components found to be unserviceable are
to be identified as such and quarantined pending a decision on the actions to be taken.
Records of the maintenance accomplished to establish serviceability are to form part
of the component maintenance history.
h. Suitable Part-145 facilities for the removal and storage of removed components are
to be used which include suitable environmental conditions, lighting, access
equipment, aircraft tooling and storage facilities for the work to be undertaken. While
it may be acceptable for components to be removed, given local environmental
conditions, without the benefit of an enclosed facility subsequent disassembly (if
required) and storage of the components should be in accordance with manufacturer’s
recommendations.
2.8. Used aircraft components maintained by organisations not approved in
accordance with Part-145.
For used components maintained by a maintenance organisation unapproved under
Part-145, due care should be exercised before acceptance of such components. In such
cases an appropriately rated maintenance organisation approved under part-145
should establish satisfactory conditions by:
a) dismantling the component for sufficient inspection in accordance with the
appropriate maintenance data,
b) replacing of all service life limit components when no satisfactory evidence of life
used is available and/or the components are in an unsatisfactory condition,
c) reassembling and testing as necessary the component,
d) completing all certification requirements as specified in 145.A.50.
2.9. Used aircraft components removed from an aircraft involved in an accident or
incident.
Such components should only be issued with an EASA Form 1 when processed in
accordance with paragraph 2.7 and a specific work order including all additional
necessary tests and inspections made necessary by the accident or incident. Such a
work order may require input from the TC holder or original manufacturer as
appropriate. This work order should be referenced in block 13.
AMC145.A.50(b) Certification of maintenance
1.
The certificate of release to service should contain the following statement:
'Certifies that the work specified except as otherwise specified was carried out in
accordance with Part-145 and in respect to that work the aircraft/aircraft component is
considered ready for release to service'.
2.
The certificate of release to service should relate to the task specified in the
manufacturer's or operator's instruction or the aircraft maintenance program which
itself may cross-refer to a manufacturer's/operator's instruction in a maintenance
manual, service bulletin etc.
3.
The date such maintenance was carried out should include when the
maintenance took place relative to any life or overhaul limitation in terms of
date/flying hours/cycles/Iandings etc., as appropriate.
4.
When extensive maintenance has been carried out, it is acceptable for the
certificate of release to service to summarise the maintenance so long as there is a
unique cross-reference to the work-pack containing full details of maintenance carried
out. Dimensional information should be retained in the work-pack record.
5.
The person issuing the certificate of release to service should use his normal
signature except in the case where a computer release to service system is used. In this
latter case the competent authority will need to be satisfied that only the particular
person can electronically issue the release to service. One such method of compliance
is the use of a magnetic or optical personal card in conjunction with a personal
identity number (PIN) known only to the individual which is keyed into the computer.
A certification stamp is optional.
AMC145.A.50(d) Certification of maintenance
The purpose of the certificate is to release assemblies/items/components/parts
(hereafter referred to as ’item(s)’) after maintenance and to release maintenance work
carried out on such items under the approval of a competent authority and to allow
items removed from one aircraft/aircraft component to be fitted to another
aircraft/aircraft component.
The certificate referenced EASA Form 1 is called the authorised release certificate.
The certificate is to be used for export/import purposes, as well as for domestic
purposes, and serves as an official certificate for items from the
manufacturer/maintenance organisation to users. The certificate is not a delivery or
shipping note.
It can only be issued by organisations approved by the particular competent authority
within the scope of the approval.
The certificate may be used as a rotable tag by utilising the available space on the
reverse side of the certificate for any additional information and despatching the item
with two copies of the certificate so that one copy may be eventually returned with the
item to the maintenance organisation. The alternative solution is to use existing
rotable tags and also supply a copy of the certificate.
Under no circumstances may a certificate be issued for any item when it is known that
the item has a defect considered a serious hazard to flight safety.
A certificate should not be issued for any item when it is known that the item is
unserviceable except in the case of an item undergoing a series of maintenance
processes at several maintenance organisations approved under Part-145 and the item
needs a certificate for the previous maintenance process carried out for the next
maintenance organisation approved under Part-145 to accept the item for subsequent
maintenance processes. As mentioned for Block 13, a clear statement of limitation
should be endorsed in Block 13.
NOTE: Aircraft may not be released using the certificate.
AMC 145.A.50(e) Certification of maintenance
1.
Being unable to establish full compliance with sub-paragraph Part-145.A.50(a)
means that the maintenance required by the aircraft operator could not be completed
due either to running out of available aircraft maintenance downtime for the
scheduled check or by virtue of the condition of the aircraft requiring additional
maintenance downtime.
2.
The aircraft operator is responsible for ensuring that all required maintenance
has been carried out before flight and therefore 145.A.50(e) requires such operator to
be informed in the case where full compliance with 145.A.50(a) cannot be achieved
within the operators limitations. If the operator agrees to the deferment of full
compliance, then the certificate of release to service may be issued subject to details
of the deferment, including the operator’s authority, being endorsed on the certificate.
NOTE: Whether or not the aircraft operator does have the authority to defer
maintenance is an issue between the aircraft operator and its Member State. In case of
doubt concerning such a decision of the operator, the approved maintenance
organisation should inform its Member State of such doubt, before issue of the
certificate of release to service. This will allow the Member State to investigate the
matter with the State of Registry or the State of the operator as appropriate.
3.
The procedure should draw attention to the fact that 145.A.50 (a) does not
normally permit the issue of a certificate of release to service in the case of noncompliance and should state what action the mechanic, supervisor and certifying staff
should take to bring the matter to the attention of the relevant department or person
responsible for technical co-ordination with the aircraft operator so that the issue may
be discussed and resolved with the aircraft operator. In addition, the appropriate
person(s) as specified in 145.A.30(b) should be kept informed in writing of such
possible non-compliance situations and this should be included in the procedure.
AMC 145.A.50(f) Certification of maintenance
1.
Suitable release certificate means a certificate which clearly states that the
aircraft component is serviceable; that clearly specifies the organisation releasing said
component together with details of the authority under whose approval the
organisation works including the approval or authorisation reference.
2.
Compliance with all other Part-145 and operator requirements means making
an appropriate entry in the aircraft technical log, checking for compliance with type
design standards, modifications, repairs, airworthiness directives, life limitations and
condition of the aircraft component plus information on where, when and why the
aircraft was grounded.
AMC 145.A.55(c) Maintenance records
Associated maintenance data is specific information such as repair and modification
data.This does not necessarily require the retention of all Aircraft Maintenance
Manual, Component Maintenance Manual, IPC etc issued by the TC holder or STC
holder. Maintenance records should refer to the revision status of the data used.
AMC 145.A.60(b) Occurrence reporting
1.
The aim of occurrence reporting is to identify the factors contributing to
incidents, and to make the system resistant to similar errors.
2.
An occurrence reporting system should enable and encourage free and frank
reporting of any (potentially) safety related occurrence. This will be facilitated by the
establishment of a just culture. An organisation should ensure that personnel are not
inappropriately punished for reporting or co-operating with occurrence investigations.
3.
The internal reporting process should be closed-loop, ensuring that actions are
taken internally to address safety hazards.
4.
Feedback to reportees, both on an individual and more general basis, is
important to ensure their continued support for the scheme.
AMC 145.A.65(a) Safety and quality policy, maintenance procedures and quality
system
The safety and quality policy should as a minimum include a statement committing
the organisation to:
− Recognise safety as a prime consideration at all times
− Apply Human factors principles
− Encourage personnel to report maintenance related errors/incidents
− Recognise that compliance with procedures, quality standards, safety standards and
regulations is the duty of all personnel
− Recognise the need for all personnel to cooperate with the quality auditors.
AMC 145.A.65(b) Safety and quality policy, maintenance procedures and quality
system
1.
Maintenance procedures should be held current such that they reflect best
practice within the organisation. It is the responsibility of all organisation’s employees
to report any differences via their organisation’s internal occurrence reporting
mechanisms.
2.
All procedures, and changes to those procedures, should be verified and
validated before use where practicable.
3.
All technical procedures should be designed and presented in accordance with
good human factors principles.
AMC 145.A.65(b)(2) Safety and quality policy, maintenance procedures and
quality system
Specialised services includes any specialised activity, such as, but not limited to nondestructive testing requiring particular skills and/or qualification. 145.A.30(f) covers
the qualification of personnel but, in addition, there is a need to establish maintenance
procedures that cover the control of any specialised process.
AMC 145.A.65(b)(3) Safety and quality policy, maintenance procedures and
quality system
1.
The purpose of this procedure is to minimise the rare possibility of an error
being repeated whereby the identical aircraft components are not reassembled thereby
compromising more than one system. One example is the remote possibility of failure
to reinstall engine gearbox access covers or oil filler caps on all engines of a multiengined aircraft resulting in major oil loss from all engines.
Another example is the case of removal and refitment of oil filler caps, which should
require a re-inspection of all oil filler caps after the last oil filler cap has supposedly
been refitted.
2.
Procedures should be established to detect and rectify maintenance errors that
could, as minimum, result in a failure, malfunction, or defect endangering the safe
operation of the aircraft if not performed properly. The procedure should identify the
method for capturing errors, and the maintenance tasks or processes concerned.
In order to determine the work items to be considered, the following maintenance
tasks should primarily be reviewed to assess their impact on safety:
− Installation, rigging and adjustments of flight controls,
− Installation of aircraft engines, propellers and rotors,
− Overhaul, calibration or rigging of components such as engines, propellers,
transmissions
and
gearboxes,
but additional information should also be processed, such as:
− Previous experiences of maintenance errors, depending on the consequence of the
failure,
− Information arising from the ‘occurrence reporting system’ required by 145.A.60,
− Member State requirements for error capturing, if applicable.
3.
In order to prevent omissions, every maintenance task or group of tasks should
be signed-off. To ensure the task or group of tasks is completed, it should only be
signed-off after completion. Work by unauthorised personnel (i.e. temporary staff,
trainee,…) should be checked by authorised personnel before they sign-off. The
grouping of tasks for the purpose of signing-off should allow critical steps to be
clearly identified
Note: A “sign-off” is a statement by the competent person performing or supervising
the work, that the task or group of tasks has been correctly performed. A sign-off
relates to one step in the maintenance process and is therefore different to the release
to service of the aircraft. “Authorised personnel” means personnel formally authorised
by the maintenance organisation approved under Part-145 to sign-off tasks.
“Authorised personnel” are not necessarily “certifying staff” .
AMC 145.A.65 (c)(1) Safety and quality policy, maintenance procedures and
quality system.
1.
The primary objectives of the quality system are to enable the organisation to
ensure that it can deliver a safe product and that organisation remains in compliance
with the requirements.
2.
An essential element of the quality system is the independent audit .
3.
The independent audit is an objective process of routine sample checks of all
aspects of the organisation’s ability to carry out all maintenance to the required
standards and includes some product sampling as this is the end result of the
maintenance process. It represents an objective overview of the complete maintenance
related activities and is intended to complement the 145.A.50(a) requirement for
certifying staff to be satisfied that all required maintenance has been properly carried
out before issue of the certificate of release to service. Independent audits should
include a percentage of random audits carried out on a sample basis when
maintenance is being carried out. This means some audits during the night for those
organisations that work at night.
4.
Except as specified in sub-paragraphs 7 and 9, the independent audit should
ensure that all aspects of Part-145 compliance are checked every 12 months and may
be carried out as a complete single exercise or subdivided over the 12 month period in
accordance with a scheduled plan. The independent audit does not require each
procedure to be checked against each product line when it can be shown that the
particular procedure is common to more than one product line and the procedure has
been checked every 12 months without resultant findings. Where findings have been
identified, the particular procedure should be rechecked against other product lines
until the findings have been rectified after which the independent audit procedure may
revert back to 12 monthly for the particular procedure.
5.
Except as specified otherwise in sub-paragraphs 7, the independent audit
should sample check one product on each product line every 12 months as a
demonstration of the effectiveness of maintenance procedures compliance. It is
recommended that procedures and product audits be combined by selecting a specific
product example, such as an aircraft or engine or instrument and sample checking all
the procedures and requirements associated with the specific product example to
ensure that the end result should be an airworthy product.
For the purpose of the independent audit a product line includes any product under an
Appendix 2 approval class rating as specified in the approval schedule issued to the
particular organisation.
It therefore follows for example that a maintenance organisation approved under Part145 with a capability to maintain aircraft, repair engines, brakes and autopilots would
need to carry out 4 complete audit sample checks each year except as specified
otherwise in subparagraphs 5, 7 or 9.
6.
The sample check of a product means to witness any relevant testing and
visually inspect the product and associated documentation. The sample check should
not involve repeat disassembly or testing unless the sample check identifies findings
requiring such action.
7.
Except as specified otherwise in sub-paragraph 9, where the smallest
organisation, that is an organisation with a maximum of 10 personnel actively
engaged in maintenance, chooses to contract the independent audit element of the
quality system in accordance with 145.A.65 (c)(1) it is conditional on the audit being
carried out twice in every 12 month period.
8.
Except as specified otherwise in sub-paragraph 9, where the organisation has
line stations listed as per 145.A.75 (d) the quality system should describe how these
are integrated into the system and include a plan to audit each listed line station at a
frequency consistent with the extent of flight activity at the particular line station.
Except as specified otherwise in sub-paragraph 9 the maximum period between audits
of a particular line station should not exceed 24 months.
9.
Except as specified otherwise in sub-paragraph 5, the competent authority may
agree to increase any of the audit time periods specified in this AMC 145.A.65 (c)(1)
by up to 100% provided that there are no safety related findings and subject to being
satisfied that the organisation has a good record of rectifying findings in a timely
manner.
10.
A report should be raised each time an audit is carried out describing what was
checked and the resulting findings against applicable requirements, procedures and
products.
11.
The independence of the audit should be established by always ensuring that
audits are carried out by personnel not responsible for the function, procedure or
products being checked. It therefore follows that a large maintenance organisation
approved under Part-145, being an organisation with more than about 500
maintenance staff should have a dedicated quality audit group whose sole function is
to conduct audits, raise finding reports and follow up to check that findings are being
rectified. For the medium sized maintenance organisation approved under Part-145,
being an organisation with less than about 500 maintenance staff, it is acceptable to
use competent personnel from one section/department not responsible for the
production function, procedure or product to audit the section/department that is
responsible subject to the overall planning and implementation being under the
control of the quality manager. Organisations with a maximum of 10 maintenance
staff actively engaged in carrying out maintenance may contract the independent audit
element of the quality system to another organisation or a qualified and competent
person approved by the competent authority.
AMC 145.A.65(c)(2) Safety and quality policy, maintenance procedures and
quality system
1.
An essential element of the quality system is the quality feedback system.
2.
The quality feedback system may not be contracted to outside persons. The
principal function of the quality feedback system is to ensure that all findings
resulting from the independent quality audits of the organisation are properly
investigated and corrected in a timely manner and to enable the accountable manager
to be kept informed of any safety issues and the extent of compliance with Part-145.
3.
The independent quality audit reports referenced in AMC 145.A.65(c)(1) subparagraph 10 should be sent to the relevant department(s) for rectification action
giving target rectification dates. Rectification dates should be discussed with such
department(s) before the quality department or nominated quality auditor confirms
such dates in the report. The relevant department(s) are required by 145.A.65(c)(2) to
rectify findings and inform the quality department or nominated quality auditor of
such rectification.
4.
The accountable manager should hold regular meetings with staff to check
progress on rectification except that in the large organisations such meetings may be
delegated on a day to day basis to the quality manager subject to the accountable
manager meeting at least twice per year with the senior staff involved to review the
overall performance and receiving at least a half yearly summary report on findings of
non-compliance.
5.
All records pertaining to the independent quality audit and the quality
feedback system should be retained for at least 2 years after the date of clearance of
the finding to which they refer or for such periods as to support changes to the AMC
145.A.65(c)(1) sub-paragraph 9 audit time periods, whichever is the longer.
AMC 145.A.70(a) Maintenance organisation exposition
The following information should be included in the maintenance organisation
exposition:
The information specified in 145.A.70 sub - paragraphs (6) and (12) to (16) inclusive,
whilst a part of the maintenance organisation exposition, may be kept as separate
documents or on separate electronic data files subject to the management part of said
exposition containing a clear cross reference to such documents or electronic data
files.
The exposition should contain the information, as applicable, specified in this AMC.
The information, may be presented in any subject order so long as all applicable
subjects are covered. Where an organisation uses a different format, for example, to
allow the exposition to serve for more than one approval, then the exposition should
contain a cross reference Annex using this list as an index with an explanation as to
where in the exposition the subject matter can be found.
Small maintenance organisations may combine the various items to form a simple
exposition more relevant to their needs.
The operator may use electronic data processing (EDP) for publication of the
maintenance organisation exposition. The maintenance organisation exposition
should be made available to the approving competent authority in a form
acceptable to the competent authority. Attention should be paid to the
compatibility of EDP publication systems with the necessary dissemination of the
maintenance organisation exposition, both internally and externally.
PART
0
GENERAL ORGANISATION (Operators within the European Union)
This section is reserved for those maintenance organisations approved under Part-145
who are also operators within the European Union.
PART
1
MANAGEMENT
1.1
Corporate commitment by the accountable manager.
1.2
Safety and quality policy.
1.3
Management personnel.
1.4
Duties and responsibilities of the management personnel.
1.5
Management organisation chart.
1.6
List of certifying staff.
1.7
Manpower resources.
1.8
General description of the facilities at each address intended to be approved.
1.9
Organisations intended scope of work.
1.10 Notification procedure to the competent authority regarding changes to the
organisation's activities/approval/location/personnel.
1.11 Exposition amendment procedures including, if applicable, delegated
procedures.
PART
2
MAINTENANCE PROCEDURES
2.1
Supplier evaluation and subcontract control procedure.
2.2
Acceptance/inspection of aircraft components and material from outside
contractors.
2.3
Storage, tagging and release of aircraft components and material to aircraft
maintenance.
2.4
Acceptance of tools and equipment.
2.5
Calibration of tools and equipment.
2.6
Use of tooling and equipment by staff (including alternate tools).
2.7
Cleanliness standards of maintenance facilities.
2.8
Maintenance instructions and relationship to aircraft/aircraft component
manufacturers' instructions including updating and availability to staff.
2.9
2.10
2.11
2.12
2.13
2.14
2.15
2.16
2.17
2.18
2.19
2.20
2.21
2.22
2.23
2.24
Repair procedure.
Aircraft maintenance programme compliance.
Airworthiness directives procedure.
Optional modification procedure.
Maintenance documentation in use and completion of same.
Technical record control.
Rectification of defects arising during base maintenance.
Release to service procedure.
Records for the operator.
Reporting of defects to the competent authority/operator/manufacturer.
Return of defective aircraft components to store.
Defective components to outside contractors.
Control of computer maintenance record systems.
Control of man-hour planning versus scheduled maintenance work.
Control of critical tasks.
Reference to specific maintenance procedures such as Engine running procedures,
Aircraft pressure run procedures,
Aircraft towing procedures,
Aircraft taxying procedures.
2.25 Procedures to detect and rectify maintenance errors.
2.26 Shift/task handover procedures
2.27 Procedures for notification of maintenance data inaccuracies and ambiguities,
to the type certificate holder.
2.28 Production planning procedures
PART
L2.1
L2.2
L2.3
L2.4
L2.5
L2.6
L2.7
2
ADDITIONAL LINE MAINTENANCE PROCEDURES
Line maintenance control of aircraft components, tools, equipment etc.
Line maintenance procedures related to servicing/fuelling/de-icing etc.
Line maintenance control of defects and repetitive defects.
Line procedure for completion of technical log.
Line procedure for pooled parts and loan parts.
Line procedure for return of defective parts removed from aircraft.
Line procedure control of critical tasks.
PART 3
SYSTEM PROCEDURES
3.1
Quality audit of organisation procedures.
3.2
Quality audit of aircraft.
QUALITY
3.3
Quality audit remedial action procedure.
3.4
Certifying staff and category B1 and B2 support staff qualification and
training procedures.
3.5
Certifying staff and category B1 and B2 support staff records.
3.6
Quality audit personnel.
3.7
Qualifying inspectors.
3.8
Qualifying mechanics.
3.9
Aircraft or aircraft component maintenance tasks exemption process control.
3.10 Concession control for deviation from organisations' procedures.
3.11 Qualification procedure for specialised activities such as NDT welding etc.
3.12 Control of manufacturers' and other maintenance working teams.
3.13 Human factors training procedure
3.14 Competence assessment of personnel.
PART 4
4.1
Contracted operators.
4.2
Operator procedures and paperwork.
4.3
Operator record completion.
PART 5
5.1
Sample of documents.
5.2
List of Sub-contractors as per 145.A.75 (b).
5.3
List of Line maintenance locations as per 145.A.75 (d).
5.4
List of contracted organisations as per 145.A.70(a)(16).
PART
6
OPERATORS MAINTENANCE PROCEDURES
This section is reserved for those maintenance organisations approved under Part-145
who are also operators.
PART 7
FAA
SUPPLEMENTARY PROCEDURES FOR A FAR PART-145 REPAIR STATION
This section is reserved for those maintenance organisations approved under Part-145
who are also certificated as a FAA FAR Part-145 repair station.
The content of this Part reflects the differences between Part-145 and FAR Parts
43/145 which will change over time as harmonisation and experience with the FAA
progresses.
FAA Advisory Circular 145-7A Appendix 2 contains details of the Part 7 contents.
PART 8 TRANSPORT
CANADA
CIVIL
AVIATION
(TCCA)
SUPPLEMENTARY PROCEDURES FOR A TCCA AM573 MAINTENANCE
ORGANISATION
This section reserved for those Part-145 approved maintenance organisations who are
also approved as a TCCA AM 573 maintenance organisation.
The content of this Part reflects the difference between Part-145 and AM 573 and will
change over time as harmonisation and experience with Transport Canada Civil
Aviation progresses.
TCCA Aircraft Maintenance & Manufacturing Staff Instruction MSI 10 Appendix A
contains details of the Part 8 contents.
AMC 145.A.75(b) Privileges of the organisation
1.
Working under the quality system of an organisation appropriately approved
under Part-145 (sub contracting) refers to the case of one organisation, not itself
appropriately approved to Part-145 that carries out aircraft line maintenance or minor
engine maintenance or maintenance of other aircraft components or a specialised
service as a subcontractor for an organisation appropriately approved under Part-145.
To be appropriately approved to subcontract the organisation should have a procedure
for the control of such subcontractors as described below. Any approved maintenance
organisation that carries out maintenance for another approved maintenance
organisation within its own approval scope is not considered to be subcontracting for
the purpose of this paragraph.
NOTE: For those organisations approved under Part-145 that are also certificated by
the FAA under FAR Part-145 it should be noted that FAR Part-145 is more restrictive
in respect of maintenance activities that can be contracted or sub-contracted to another
maintenance organisation. It is therefore recommended that any listing of contracted
or sub-contracted maintenance organisations should identify which meet the Part-145
criteria and which meet the FAR Part-145 criteria.
2.
Maintenance of engines or engine modules other than a complete workshop
maintenance check or overhaul is intended to mean any maintenance that can be
carried out without disassembly of the core engine or, in the case of modular engines,
without disassembly of any core module.
3.
FUNDAMENTALS OF SUB-CONTRACTING UNDER PART-145
3.1
The fundamental reasons for allowing an organisation approved under Part145 to sub-contract certain maintenance tasks are:
(a)
To permit the acceptance of specialised maintenance services, such as, but not
limited to, plating, heat treatment, plasma spray, fabrication of specified parts for
minor repairs / modifications, etc., without the need for direct approval by the
competent authority in such cases.
(b)
To permit the acceptance of aircraft maintenance up to but not including a
base maintenance check as specified in 145.A.75(b) by organisations not
appropriately approved under Part-145 when it is unrealistic to expect direct approval
by the competent authority. The competent authority will determine when it is
unrealistic but in general it is considered unrealistic if only one or two organisations
intend to use the sub-contract organisation.
(c)
To permit the acceptance of component maintenance.
(d)
To permit the acceptance of engine maintenance up to but not including a
workshop maintenance check or overhaul of an engine or engine module as specified
in 145.A.75(b) by organisations not appropriately approved under Part-145 when it is
unrealistic to expect direct approval by the competent authority. The determination of
unrealistic is as per sub-paragraph (b).
3.2
When maintenance is carried out under the sub-contract control system it
means that for the duration of such maintenance, the Part-145 approval has been
temporarily extended to include the sub-contractor. It therefore follows that those
parts of the sub-contractor`s facilities personnel and procedures involved with the
maintenance organisation’s products undergoing maintenance should meet Part-145
requirements for the duration of that maintenance and it remains the organisation’s
responsibility to ensure such requirements are satisfied.
3.3
For the criteria specified in sub-paragraph 3.1 the organisation is not required
to have complete facilities for maintenance that it needs to sub-contract but it should
have its own expertise to determine that the sub-contractor meets the necessary
standards. However an organisation cannot be approved unless it has the in -house
facilities, procedures and expertise to carry out the majority of maintenance for which
it wishes to be approved in terms of the number of class ratings.
3.4
The organisation may find it necessary to include several specialist subcontractors to enable it to be approved to completely certify the release to service of a
particular product. Examples could be specialist welding, electro-plating, painting etc.
To authorise the use of such subcontractors, the competent authority will need to be
satisfied that the organisation has the necessary expertise and procedures to control
such sub-contractors.
3.5
An organisation working outside the scope of its approval schedule is deemed
to be not approved. Such an organisation may in this circumstance operate only under
the sub-contract control of another organisation approved under Part-145.
3.6
Authorisation to sub-contract is indicated by the competent authority accepting
the maintenance organisation exposition containing a specific procedure on the
control of sub-contractors.
4
PRINCIPAL PART-145 PROCEDURES FOR THE CONTROL OF SUBCONTRACTORS NOT APPROVED UNDER PART-145
4.1
A pre audit procedure should be established whereby the maintenance
organisations’ subcontract control section, which may also be the 145.A.65(b) quality
system independent audit section, should audit a prospective sub-contractor to
determine whether those services of the sub-contractor that it wishes to use meets the
intent of Part-145.
4.2
The organisation approved under Part-145 needs to assess to what extent it
will use the sub-contractor`s facilities. As a general rule the organisation should
require its own paperwork, approved data and material/spare parts to be used, but it
could permit the use of tools, equipment and personnel from the sub-contractor as
long as such tools, equipment and personnel meet the requirement of Part-145. In the
case of sub-contractors who provide specialised services it may for practical reasons
be necessary to use their specialised services personnel, approved data and material
subject to acceptance by the organisation approved under Part-145.
4.3
Unless the sub-contracted maintenance work can be fully inspected on receipt
by the organisation approved under Part-145 it will be necessary for such organisation
to supervise the inspection and release from the sub-contractor. Such activities should
be fully described in the organisation procedure. The organisation will need to
consider whether to use its own staff or authorise the sub-contractor's staff.
4.4
The certificate of release to service may be issued either at the sub-contractor
or at the organisation facility by staff issued a certification authorisation in accordance
with -145.A.30 as appropriate, by the organisation approved under Part-145. Such
staff would normally come from the organisation approved under Part-145 but may
otherwise be a person from the sub-contractor who meets the approved maintenance
organisation certifying staff standard which itself is approved by the competent
authority via the maintenance organisation exposition. The certificate of release to
service and the EASA Form 1 will always be issued under the maintenance
organisation approval reference.
4.5
The sub-contract control procedure will need to record audits of the subcontractor, to have a corrective action follow up plan and to know when subcontractors are being used. The procedure should include a clear revocation process
for sub-contractors who do not meet the Part-145 approved maintenance
organisation’s requirements.
4.6
The Part-145 quality audit staff will need to audit the sub-contract control
section and sample audit sub-contractors unless this task is already carried out by the
quality audit staff as stated in sub-paragraph 4.1.
4.7
The contract between the Part-145 approved maintenance organisation and the
sub-contractor should contain a provision for the competent authority and EASA
standardisation team staff to have right of access to the sub-contractor.
AMC 145.A.80 Limitations on the organisation
This paragraph is intended to cover the situation where the larger organisation may
temporarily not hold all the necessary tools, equipment etc., for an aircraft type or
variant specified in the organisation's approval. This paragraph means that the
competent authority need not amend the approval to delete the aircraft type or variants
on the basis that it is a temporary situation and there is a commitment from the
organisation to re-acquire tools, equipment etc. before maintenance on the type may
recommence.
AMC 145.A.85 Changes to the organisation
The primary purpose of this paragraph is to enable the organisation to remain
approved if agreed by the competent authority during negotiations about any of the
specified changes. Without this paragraph the approval would automatically be
suspended in all cases
SECTION B PROCEDURE FOR COMPETENT AUTHORITIES
AMC 145.B.10 (1) Competent authority - General
1.
In deciding upon the required organisational structure, the competent
authority should review the number of certificates to be issued, the number and
size of potential Part-145 approved maintenance organisations within that Member
State, as well as the level of civil aviation activity, number and complexity of
aircraft and the size of the Member State’s aviation industry.
2.
The competent authority should retain effective control of important
surveillance functions and not delegate them in such a way that Part-145
organisations, in effect, regulate themselves in airworthiness matters.
3.
The set-up of the organisational structure should ensure that the various
tasks and obligations of the competent authority are not relying on individuals.
That means that a continuing and undisturbed fulfilment of these tasks and
obligations of the competent authority should also be guaranteed in case of illness,
accident or leave of individual employees.
AMC 145.B.10 (3) Competent authority – Qualification and training
1.
competent authority surveyors should have:
1.1
practical experience and expertise in the application of aviation safety
standards and safe operating practices;
1.2
comprehensive knowledge of:
a.
relevant parts of implementing rules, certification specifications and
guidance material;
b.
the competent authority’s procedures;
c.
the rights and obligations of a surveyor;
d.
quality systems;
e.
continuing airworthiness management.
1.3
training on auditing techniques.
1.4
five years relevant work experience to be allowed to work as an surveyor
independently. This may include experience gained during training to obtain the
1.5 qualification.
1.5
a relevant engineering degree or an aircraft maintenance technician
qualification with additional education. ‘relevant engineering degree’ means an
engineering degree from aeronautical, mechanical, electrical, electronic, avionic or
other studies relevant to the maintenance and continuing airworthiness of
aircraft/aircraft components.
1.6
knowledge of maintenance standards.
2.
In addition to technical competency, surveyors should have a high degree
of integrity, be impartial in carrying out their tasks, be tactful, and have a good
understanding of human nature.
3.
A programme for continuation training should be developed that ensures
that the surveyors remain competent to perform their allocated tastks.
AMC 145.B.10 (4) Competent authority - Procedures
The documented procedures should contain the following information:
(a) The Member State’s designation of the competent authority(ies).
(b)The title(s) and name(s) of the manager(s) of the competent authority and their
duties and responsibilities.
(c) Organisation chart(s) showing associated chains of responsibility of the senior
persons.
(d)A procedure defining the qualifications for staff together with a list of staff
authorised to sign certificates.
(e) A general description of the facilities.
(f) Procedures specifying how the competent authority(ies) ensure(s) compliance with
Part-145.
AMC 145.B.20 (1) Initial approval
1.
Formally indicated by the competent authority in writing means that the
EASA Form 4 should be used for this activity. With the exception of the accountable
manager, an EASA Form 4 should be completed for each person nominated to hold a
position as required by 145.A.30(b).
2.
Formal indication of acceptance should be by use of the EASA Form 4 or in
the case of the Accountable Manager via approval of the Maintenance Organisation
Exposition containing the Accountable Managers commitment statement.
3.
The competent authority may reject an accountable manager where there is
clear evidence that they previously held a senior position in any JAR/Part approved
Organisation and abused that position by not complying with the particular JAR/Part
requirements.
AMC 145.B.20 (2) Initial approval
Verification that the organisation complies with the exposition procedures should be
established by the competent authority approving the maintenance organisation
exposition.
AMC 145.B.20 (3) Initial approval
1.
The competent authority should determine by whom, and how the audit shall
be conducted. For example, for a large organisation, it will be necessary to determine
whether one large team audit or a short series of small team audits or a long series of
single man audits are most appropriate for the particular situation.
2.
It is recommended that the audit is carried out on a product line type basis in
that, for example, in the case of an organisation with Airbus A310 and A320 ratings,
the audit be concentrated on one type only for a full compliance check and dependant
upon the result, the second type may only require a sample check against those
activities seen to be weak on compliance for the first type.
3.
The competent authority auditing surveyor should always ensure that he/she
is accompanied throughout the audit by a senior technical member of the organisation.
Normally this is the quality manager. The reason for being accompanied is to ensure
the organisation is fully aware of any findings during the audit.
4.
The auditing Surveyor should inform the senior technical member of the
organisation at the end of the audit visit on all findings made during the audit.
AMC 145.B.20 (5) Initial approval
1.
The audit report form should be the EASA Form 6.
2.
A quality review of the EASA Form 6 audit report form should be carried out
by a competent independent person nominated by the competent authority. The
review should take into account the relevant paragraphs of Part-145, the
categorisation of finding levels and the closure action taken. Satisfactory review of
the audit form should be indicated by a signature on the audit form.
AMC 145.B.20 (6) Initial approval
1.
The reports should include the date each finding was cleared together with
reference to the competent authority report or letter that confirmed the clearance.
2.
There may be occasions when the competent authority surveyor may find
situations in the applicant's organisation on which he/she is unsure about compliance.
In this case, the organisation should be informed about possible non-compliance at the
time and the fact that the situation will be reviewed within the competent authority
before a decision is made.
If the decision is a finding of being in compliance then a verbal confirmation to the
organisation will suffice.
3.
Findings should be recorded on the audit report form with a provisional
categorisation as a level 1 or 2. Subsequent to the audit visit that identified the
particular findings, the competent authority should review the provisional finding
levels, adjusting them if necessary and change the categorisation from provisional to
confirmed.
4.
All findings should be confirmed in writing to the applicant organisation
within 2 weeks of the audit visit.
AMC 145.B.25 (1) Issue of approval
1.
For approvals involving more than one Member State the approval should be
granted in conjunction with the Member State in whose territory the other maintenance
facilities are located. For practical reasons it is recommended that the initial approval
should be granted on the basis of a joint audit visit by the approving Member State and
the Member State in whose country the facility is located. Audits related to the renewal
of the approval should be delegated to the Member State in whose territory the facility
is located with the audit form and recommendation submitted to the approving Member
State.
2.
The approval should be based only upon the organisational capability
(including any associated sub-contractors) relative to Part-145 and not limited by
reference to EASA/national type certificated products.
For example, if the organisation is capable of maintaining within the limitation of
Part-145 the Boeing 737-200 series aircraft the approval schedule should state A1
Boeing 737-200 series and not Boeing 737-2H6 which is a particular airline
designator for one of many -200 series.
3.
The competent authority should indicate approval of the exposition in
writing.
AMC 145.B.25 (2) Issue of approval
The validity of the Part-145 approval should be of unlimited duration.
AMC 145.B.25 (3) Issue of approval
The numeric sequence should be unique to the particular approved maintenance
organisation.
AMC 145.B.30 (1) Continuation of an approval
Credit may be claimed by the competent authority surveyor(s) for specific item audits
completed during the preceding 23 month period subject to four conditions:
− the specific item audit should be the same as that required by Part-145 latest
amendment, and
− there should be satisfactory evidence on record that such specific item audits were
carried out and that all corrective actions have been taken, and
− the competent authority surveyor(s) should be satisfied that there is no reason to
believe standards have deteriorated in respect of those specific item audits being
granted a back credit, and
− the specific item audit being granted a back credit should be audited not later than
24 months after the last audit of the item.
AMC 145B.30 (2) Continuation of an approval
1.
Where the competent authority has decided that a series of audit visits are
necessary to arrive at a complete audit of an organisation, the program should indicate
which aspects of the approval will be covered on each visit.
2.
It is recommended that part of an audit concentrates on two ongoing aspects
of the Part-145 approval, namely the organisations internal self monitoring quality
reports produced by the quality monitoring personnel to determine if the organisation
is identifying and correcting its problems and secondly the number of concessions
granted by the quality manager.
3.
At the successful conclusion of the audit including approval of the
exposition, an audit report form should be completed by the auditing surveyor
including all recorded findings, closure actions and recommendation. An EASA Form
6 should be used for this activity.
4.
The accountable manager should be seen at least once every 24 months to
ensure he/she fully understands the significance of the approval.
5.
In the case of line stations the competent authority can adopt a sampling
program based upon number of line stations and complexity.
AMC 145.B.35 Changes
The competent authority should have adequate control over any changes to the
management personnel specified in 145.A.30(a) and (b) and such changes in
personnel will require an amendment to the exposition.
AMC 145.B.35.(1) Changes
Changes to the Part-145 approval include the following:
− Name change
− Address change
− Approval scope and rating
− New base facility
− The applicable part/s of the EASA Form 6 should be used for the change.
AMC 145.B.40 MOE amendments
1.
It is recommended that a simple exposition status sheet is maintained which
contains information on when an amendment was received by the competent authority
and when it was approved.
2.
The competent authority may define some class of amendments to the
exposition which may be incorporated without prior authority approval. In this case a
procedure should be stated in the amendment section of the MOE.
The exposition chapter dealing with scope of work/approval should not be subject to
this procedure.
3.
The organisation should submit each exposition amendment to the competent
authority whether it is an amendment for approval or a delegated approval
amendment. Where the amendment requires approval by the competent authority, the
competent authority when satisfied, should indicate its approval in writing. Where the
amendment has been submitted under the delegated approval procedure the competent
authority should acknowledge receipt in writing.
AMC 145.B.50 (a) Findings
In practical terms a level 1 finding is where a competent authority finds a significant
non-compliance with Part-145.
The following are example level 1 findings:
− Failure to gain access to the organisation during normal operating hours of the
organisation in accordance with 145.A.90(2) after two written requests.
− If the calibration control of equipment as specified in 145.A.40(b) had previously
broken down on a particular type product line such that most “calibrated”
equipment was suspect from that time then that would be a level 1 finding.
Note: A complete product line is defined as all the aircraft, engine or component of a
particular type.
For a level 1 finding it may be necessary for the competent authority to ensure that
further maintenance and re-certification of all affected products is accomplished,
dependent upon the nature of the finding.
In practical terms where a competent authority surveyor finds a non-compliance with
Part-145 against one product, it is deemed to be a level 2 finding.
The following are example level 2 findings:
− One time use of a component without any serviceable tag.
− The training documents of the certifying staff are not completed.
AMC 145.B.50 (b) Findings
1.
Where the organisation has not implemented the necessary corrective action
within that period it may be appropriate to grant a further period of up to three
months, subject to the competent authority notifying the accountable manager. In
exceptional circumstances and subject to a realistic action plan being in place, the
competent authority may specifically vary the maximum 6 month corrective action
period. However, in granting such a change the past performance of the organisation
should be considered.
2.
It may be necessary for the competent authority to ensure that further
maintenance and re-certification of all affected products is accomplished, dependent
upon the nature of the finding.
AMC 145.B.55 Record-keeping
1.
The record-keeping system should ensure that all records are accessible
whenever needed within a reasonable time. These records should be organized in a
consistent way through out the competent authority (chronological, alphabetical
order, etc.).
2.
All records containing sensitive data regarding applicants or organisations
should be stored in a secure manner with controlled access to ensure
confidentiality of this kind of data.
3.
All computer hardware used to ensure data backup should be stored in a
different location from that containing the working data in an environment that
ensures they remain in good condition. When hardware or software changes take
place special care should be taken to ensure that all necessary data continues to be
accessible at least through the full period specified in 145.B.55.
Appendix I
COMPETENT AUTHORITY
Details of Management Personnel required to be accepted as specified in Part-…………….
1.Name:
2.Position:
3.Qualifications relevant to the item (2) position:
4.Work experience relevant to the item (2) position:
Signature: ...............................
Date: ......................................
On completion, please send this form under confidential cover to the competent authority
Competent authority use only
Name and signature of authorised competent authority staff member accepting this person:
Signature: ............................................... Date: ..............................................
Name: .................................................... Office: .............................................
EASA Form 4
Appendix II
2) Part-145 APPROVAL RECOMMENDATION REPORT
Part 1: General
Name of organisation:
Approval reference:
Requested approval rating/
Form 3 dated*:
FAA FAR 145 Cert No. (If app.)
Address of Facility Audited:
Audit period: From
to
:
Date(s) of Audit:
Audit reference(s):
Persons interviewed:
Competent authority surveyor:
Signature(s):
Competent authority office: Date of Form 6 part 1 completion:
EASA FORM 6
*delete where applicable
Part-145 APPROVAL RECOMMENDATION REPORT
EASA FORM 6
Part 2: Part-145 Compliance Audit Review
The five columns may be labelled & used as necessary to record the approval class &/or product line
reviewed. Against each column used of the following Part-145 sub-paragraphs please either tick (√)
the box if satisfied with compliance or cross (X ) the box if not satisfied with compliance and specify
the reference of the Part 4 finding next to the box or enter N/A where an item is not applicable, or N/R
when applicable but not reviewed.
Para
Subject
145.25
Facilities
145.30
Personnel
145.35 Certifying Staff
145.40
Equipment, Tools, etc.
145.42
Acceptance of Components
145.45
Maintenance Data
145.47
Production Planning
145.50
Certification of Maintenance
145.55
Maintenance Records
145.60
Occurrence Reporting
145.65
Procedures & Quality
145.70
See Part 3
145.75
Privileges of AMO
145.80
Limitations on AMO
145.85
Changes to AMO
145.90
Continued Validity
Competent surveyor (s):
Competent authorityoffice:
Signature(s):
Date of Form 6 part 2 completion:
Part-145 APPROVAL RECOMMENDATION REPORT
EASA FORM 6
PART 3: Compliance with 145.A.70 Maintenance organisation exposition
Please either tick (✓ ) the box if satisfied with compliance; or if not satisfied with compliance and specify
the reference of the Part 4 finding; or enter N/A where an item is not applicable; or N/R when applicable
but not reviewed.
Part 1
Management
1.1
Corporate commitment by the accountable manager.
1.2
Safety and Quality Policy.
1.3
Management personnel.
1.4
Duties and responsibilities of the management personnel.
1.5
Management Organisation Chart.
1.6
List of Certifying staff (Note: a separate document may be referenced).
1.7
Manpower resources.
1.8
General description of the facilities at each address intended to be approved.
1.9
Organisations intended scope of work.
1.10
Notification procedure to the competent authority regarding changes to the
organisation's activities / approval / location / personnel.
Exposition amendment procedures.
1.11
Part 2
Maintenance Procedures
2.1
Supplier evaluation and subcontract control procedure.
2.2
2.4
Acceptance/inspection of aircraft components and material from outside
contractors.
Storage, tagging, and release of aircraft components and material to aircraft
maintenance.
Acceptance of tools and equipment.
2.5
Calibration of tools and equipment.
2.6
Use of tooling and equipment by staff (including alternate tools).
2.7
Cleanliness standards of maintenance facilities.
2.8
2.9
Maintenance instructions and relationship to aircraft/aircraft component
manufacturers' instructions including updating and availability to staff.
Repair procedure.
2.10
Aircraft maintenance programme compliance.
2.11
Airworthiness Directives procedure.
2.12
Optional modification procedure.
2.13
Maintenance documentation in use and completion of same.
2.3
2.14
Technical record control.
Part-145 APPROVAL RECOMMENDATION REPORT
EASA FORM 6
PART 3: Compliance with 145.A.70 Maintenance organisation exposition
2.15
Rectification of defects arising during base maintenance.
2.16
Release to service procedure.
2.17
Records for the operator.
2.18
Reporting of defects to the competent authority /Operator/Manufacturer.
2.19
Return of defective aircraft components to store.
2.20
Defective components to outside contractors.
2.21
Control of computer maintenance record systems.
2.22
Control of man-hour planning versus scheduled maintenance work.
2.23
Control of critical tasks.
2.24
Reference to specific maintenance procedures.
2.25
Procedures to detect and rectify maintenance errors.
2.26
Shift / task handover procedures.
2.27
Procedures for notification of maintenance data inaccuracies and ambiguities to the
type certificate holder.
Production planning procedures
2.28
Part L2
Additional Line Maintenance Procedures
L2.1
Line maintenance control of aircraft components, tools, equipment, etc.
L2.2
Line maintenance procedures related to servicing/fuelling/de-icing, etc.
L2.3
Line maintenance control of defects and repetitive defects.
L2.4
Line procedure for completion of technical log.
L2.5
Line procedure for pooled parts and loan parts.
L2.6
Line procedure for return of defective parts removed from aircraft.
L2.7
Line procedure for control of critical tasks
Part 3
Quality System Procedures
3.1
Quality audit of organisation procedures.
3.2
Quality audit of aircraft.
3.3
Quality audit remedial action procedure.
3.4
Certifying staff qualification and training procedure.
3.5
Certifying staff records.
3.6
Quality audit personnel.
Part-145 APPROVAL RECOMMENDATION REPORT
EASA FORM 6
PART 3: Compliance with 145.A.70 Maintenance organisation exposition
3.7
Qualifying inspectors.
3.8
Qualifying mechanics.
3.9
Aircraft / aircraft component maintenance tasks exemption process control.
3.10
Concession control for deviation from organisation's procedures.
3.11
Qualification procedure for specialised activities such as NDT, welding etc.
3.12
Control of manufacturers' and other maintenance working teams.
3.13
Human Factors training procedure
3.14
Competence assessment of personnel
Part 4
4.1
Contracted operators.
4.2
Ooperator procedures/paperwork.
4.3
Operator record completion.
Part 5
Appendices
5.1
Sample Documents
5.2
List of sub-contractors
5.3
List of Line maintenance locations
5.4
List of Part-145 organisations
Date of Form 6 part 3 completion:
MOE Reference:
MOE Amendment:
Competent authority audit staff:
Signature(s):
Competent authority office:
Date of Form 6 part 3 completion:
3)
4) Part-145 APPROVAL RECOMMENDATION REPORT
EASA FORM 6
Part 4: Findings Part-145 Compliance status
Each level 1 and 2 finding should be recorded whether it has been rectified or not and should be identified
by a simple cross reference to the Part 2 requirement. All non-rectified findings should be copied in writing
to the organisation for the necessary corrective action.
Audit reference(s):
Part
2 or 3
ref.
Findings
L
e
v
e
l
Corrective action
Date
Due
Date
Closed
Reference
5) Part-145 APPROVAL RECOMMENDATION REPORT
EASA FORM 6
Part 5: Part-145 Approval or continued approval or change recommendation*
Name of organisation:
Approval reference:
Audit reference(s):
The following Part-145 scope of approval is recommended for this organisation:
Or, it is recommended that the Part-145 scope of approval specified in EASA Form 3 referenced
...................................................... be continued.
Name of recommending competent authority surveyor:
Signature of recommending competent authority surveyor:
Competent authority office:
Date of recommendation:
Form 6 review (quality check) :
Date:
Appendix III
Competent authority
Part-145 Approval
Application for initial
grant
Change
_________________________________________________________________________________________
_____________
1. Registered name of applicant:
2. Trading name (if different):
3. Addresses requiring approval:
4. Tel. ............................................... Fax ..................................... E-mail ..............................
5. Scope of Part-145 Approval relevant to this application: see page 2 for possibilities:
6. Position and name of the (proposed*) Accountable Manager:.......................................................................
......................................................................................................................................................
7. Signature of the (proposed*) Accountable Manager:
................................................................
8. Place: ........................................................
9. Date: ........................................................
Note (1) : A note giving the address(es) to which the Form(s)
should be sent.
Note (2) : An optional note to give information on any fees
payable.
* Applicable only in the case of a new Part-145 Applicant.
EASA Form 2 Page 1 of 2
SCOPE OF PART-145 APPROVAL AVAILABLE
CLASS
AIRCRAFT
RATING
A1
Aeroplanes/airships
above 5700 Kg
A2
Aeroplanes/airships
5700 Kg and below
A3 Helicopters
LIMITATION
Quote aeroplane/airship type
BASE
LINE
Quote aeroplane/airship manufacturer
or group or type
Quote helicopter manufacturer or
group or type
Quote aircraft type or group
A 4 Aircraft other than
A1, A2 or A3
ENGINES
B1 Turbine
Quote engine type
B2 Piston
Quote engine manufacturer or group or type
B3 APU
Quote engine manufacturer or type
COMPONEN C1 Air Cond & Press
TS
Quote aircraft type or aircraft manufacturer or
C2
Auto
Flight
OTHER
component manufacturer or the particular component
C3 Comms and Nav
THAN
and or cross refer to a capability list in the exposition.
COMPLETE C4 Doors – Hatches
ENGINES
C5 Electrical Power
OR
C6 Equipment
APUs
C7 Engine – APU
C8 Flight Controls
C9 Fuel – Airframe
C10 Helicopter –
Rotors
C11 Helicopter –
Trans
C12 Hydraulic
C13 Instruments
C14 Landing Gear
C15 Oxygen
C16 Propellors
C17 Pneumatic
C18 Protection
ice/rain/fire
C19 Windows
C20 Structures
SPECIALISE D1 Non destructive
Quote particular NDT method
D
insp.
SERVICES
With reference to the above scope of approval and item 5 on page 1, please complete in the
following example style, but relevant to your organization.
A1
A2
A2
A3
B1
Base & Line Boeing 737-200
Base Piper PA34
Base & Line Cessna Piston
Twins
Bell 206/212
CFM 56
B2
B3
C2
Lycoming Piston
Garrett GTCP85
SFENA
C4
D1
Boeing 747
Eddy Current
There maybe any number of types/manufacturers, etc. listed against each rating.
EASA Form 2 Page 2 of 2